Control means for stabilizing watercraft



July 14, 1970 w. M. SANFORD CONTROL MEANS FOR STABILIZING WATERCRAFT 2Sheets-Sheet 1 Filed Feb. 12, 1968 FIGB INVENTOR f U. ,7 m O 6 N A S M fm a U n w ATTORNEYS July 14, 1970 w. M. SANFORD CONTROL MEANS FORSTABILIZING WATERCRAFT Filed Feb. 12, 1968 2 Sheets-Sheet 2 FIG.6

INVENT OR WILLIAM M. SANEORD ATTORNEYS United States Patent 3,520,265CONTROL MEANS FOR STABILIZING WATERCRAFT William M. Sanford, Edenton,N.C., assignor to Chris- Craft Industries, Inc., Pompano Beach, Fla., acorporation of Delaware Filed Feb. 12, 1968, Ser. No. 704,888 Int. Cl.B63b 1/18 U.S. Cl. 11466.5 6 Claims ABSTRACT OF THE DISCLOSURE Controlmeans are disclosed for stabilizing watercraft,

in the form of a pair of adjustably operated flaps, elevators or likeplaning members disposed at the hull bottom directly forward of thestern transom and somewhat outboard of the respective dual rudders ofthe boat. There is an individual motor-driven actuator mechanism ofimproved design for each planing member.

Each such mechanism comprises a vertically elongated actuator orconnecting rod pivotally connected at its lower end to a planing flap orelevator, which is itself pivoted on a tansverse axis on the hullbottom; and a lengthwise operation of the rod in one direction oranother produces an adjusting swing of the plane from an inoperativeposition substantially flush with the hull to an outwardly extendedoperative position at a desired planing angle, or vice versa. In theinterest of safety and stability the angle of adjusting swing is quitelimited.

The connecting rod extends upwardly through an elongated tubularprotective housing, which housing is rigidly secured to the transom ofthe craft, as by a Welded bracket structure in an installation in whichthe hull is of steel or aluminum. This bracket also serves to mount areversibly motorized, reduced-speed drive unit as a prime mover; andupward and downward adjusting movement of the connecting rod are derivedthrough the agency of a screw BACKGROUND OF THE INVENTION Field of theinvention mounting bracket thereof, as well as a fiush, non-recessedmount of the planing flaps or elevators at the hull bottom, justforwardly of the transom.

Description of the prior art Of the prior patented art of which I amaware, the patents to Langston 1,003,364 of Sept. 12, 1911; Smith2,322,178 of Oct. 19, 1943; Frederick 3,159,131 of Dec.

, 1, 1964; and British) White 474,908 of Nov. 9, 1937,

rotated by the speed reducer and threadedly engaging a nylon nut.

A driving connection from the nut to the actuator rod CROSS-REFERENCE TORELATED APPLICATIONS A copending application of common ownership in thename of Eugene L. Eckfield, Ser. No. 577,878, filed Sept. 8, 1966, nowU.S. Pat. No. 3,435,795, discloses Watercraft planing means of a type towhich the control mechanism of the present application could well beapplied.

appear most pertinent. All relate to one type or another of a mechanicalthrough-hull bottom actuator for a planing or like member; but nonediscloses a reasonable approximation of the improved control structureherein described and illustrated.

SUMMARY OF THE INVENTION In regard to the present improved controlmechanism and the planing or elevator member which it operates, thelatter is, as indicated above, hingedly connected compactly to the hullbottom, directly adjacent and forward of the transom and a bit outboardof a rudder, in a manner to be as nearly flush as possible with theadjacent surface of the hull, i.e., without recessing of the latter toaccommodate the planing member. The function of this member is, uponappropriate adjustment, to compensate for a maldistribution of live ordead weight within the boat, as well as to improve its travelcharacteristic under different parameters, such as the specific craftdesign, loading, motive power, sea condition, and the like. Thearrangement is such, in regard to the operation of the two planingmembers, that there is no danger involved in the responsive performanceof the boat even if one. member is fully extended to maximum planingangle and the other fully withdrawn to hull-flush position. The craftmay go into a bank, but there is no danger at the helm and no sense ofdanger felt by the pilot. A limitation is imposed against injudicioushandling of the elevator controls.

In regard to the mechanical actuator for the plane or elevator, thesleeve piston which articulates the motor driven actuating screw to theelevator adjusting rod is a sealed one having upper and lower O-ringswhich prevent water from entering the boat, whether due to excessivewater in the bildge, which is sealed out by the protective tubularhousing receiving the piston and welded to the hull bottom, or due to avelocity head created in the tubular housing, as by running the craft atfull throttle in reverse. A pivoted, clevis-type connection of thesleeve to the elevator actuating rod accommodates slight bodily swing ofthe latter attending the pivotal adjustment of the angle of theelevator; and the limited nature of said swing avoids interference ofthe rod with the lower end of the housing.

3 BRIEF DESCRIPTION OF THE. DRAWINGS FIG. 1 is a fragmentary andsubstantially rear e1evational view of a twin screw and rudder typepower boat equipped with planing control structure according to theinvention;

FIG. 2 is a fragmentary, larger scale bottom plan view illustrating thepositional arrangement of one of the two planing elevators in relationto the hull bottom, side and stem;

FIG. 3 is a fragmentary perspective view further showing the plane orelevator structure, indicating respecively in solid and dotted lines theposition of the elevator member in an inoperative, flush condition andin an extended, an'gularly inclined operative condition.

FIG. 4 is a fragmentary view of the control mechanism of the structure,being in an upright, practically vertically fore-to-aft plane throughthe protective housing of the mechanism;

FIG. 5 is a fragmentary view in elevation, partially broken away, asviewed aft-wards at the arrow 5; and

FIG. 6 is a fragmentary view in section on line 6-6 of FIG. 4, showingdetails of a clevis-type connection between the actuator or connectingrod and the piston-like sealing sleeve of the control mechanism.

DESCRIPTION OF A PREFERRED EMBODIMENT FIGS 1, 2 and 3 show the generaltype of power boat to the bottom of the hull 10 of which planing flapsor elevators 12 are adjustably applied, one at the left of FIG. 1 beingshown in an inoperative retracted position substantially flush with thehull bottom 13, the other being shown in an extended planing position.

These members are fiat, as in the hull bottom 13 in extending from therespective chine lines 14 to the keel line at 15. Further in respect tothe hull section, its stern transom 16 is transversely convex and slantsdownwardly and aft-wise across the boat beam. Typically, the boat 10 isa metal-hulled cruiser having twin propeller screws 18 and twin rudders19, all operated by entirely conventional means (not shown).

In regard to the planing elevators 12, reference being had to FIGS. 1-4,they are of rigid sheet or plate steel, flat and substantiallyrectangular in shape, modified to match the rounded contour of stem 16,'with the lower edge of which the aft end 20 of each elevator comesflush in its retracted position, indicated in dot-dash line in FIG. 4.At its forward end, each elevator 12 is hingedly connected to the hullbottom 13 on a straight transverse axis, as by a line of piano-typehingle sections 22. These articulate the forward elevator end with ametal mounting strap 23, which is secured by a series of screws 24 tohull bottom 13, more especially to an inner back-up rib or 'beam part 25secured to the latter. An adapter piece 26 of epoxy resin is molded onthe hull bottom forward of each mounting strap 23 being in a forwardlytapering outline to eliminate flow turbulance.

As indicated above, and as best depicted in FIG. 4, the arrangement andproportioning of parts is such that the elevator flaps 12 are as closelyas possible flush with the surrounding surface of hull bottom 13 whenmembers 12 are in the retracted, dotted-line position of FIG. 4 (solidline of FIG. 3). That is, the hull is not recessed for the reception ofthe elevators, yet there is a subsatntial continuity of bottom hullcontour throughout the length of the era-ft, including the fore-aftelevator zone.

Although the exact dimensioning and positioning of elevators 12 is ofcourse subject ot change, in a typical installation, reference being hadto FIGS. 1, 2 and 3,

the inner edge of the elevator will lie approximately four inchesoutboard of the axis of the adjacent rudder 19, the member 12 extendingfully outward to the chine 14 of the boat, a distance of, say, thirtyinches. Illustratively, the fore and aft dimension of elevator 12 iseight inches.

In the fully extended position of the elevator, indicated in dotted linein FIG. 3, the maximum opening between its rear edge 20 and the bottomof the transom 16 is approximately two and one-half inches. At thislimited setting, there is ample compensation for a maximummal-distribution of weight, live or dead, within the boat. There is nodanger in the operation of the boat, even if one elevator 12 is fullydistended and the other is hullflush. As indicated above, the boat maybe thrown into a bank, however, there is no danger at the helm and nosense of danger felt by the helmsman when this occurs.

In short, a definite limitation is imposed in regard to the extent ofelevator operation, which prevents injudicious handling of the elevatorcontrols by the pilot, for example in a state of some panic.

Finally, each of the elevators 12 carries, approximately at itstransverse center and near its rear, an upright welded piece or block27, to which the actuator rod of the improved control mechanism, now tobe described, is pivotally connected.

Referring in particular to FIG. 4, in conjunction with FIGS. 5 and '6,the control mechanism, generally designated 28, is in large part housedwithin an upright tubular steel protective housing 29 of considerableaxial length, the lower end of this housing being received in an openingat 30 in the hull bottom 13 closely adjacent the transom 16. Here thehousing 29 is welded about its circumference to the hull, thus affordinga watertight seal at this critical point.

Housing 29 slants upward and forward, being also at a slight angle to avertical plane including keel line 1 5; and a rigid mount of the housingto the hull 10 is completed by an upright steel :bracket plate 32 oftriangular shape. This bracket is welded to the rear of tubular housing29, preferably by seaming along its length, and to an upright,relatively thin-walled extension 33 of housing 29, shown as beingintegral with the latter. Bracket 32 is of substantial thickness, and isrigidly seam-or otherwise welded to the inner surface of transom 16, asat 32, the weld connection also preferably extending along the length ofthe aft end of bracket 32. As will be understood, each of the elevatorflaps 12 is equipped with a control mechanism 26, including a protectivehousing 29 mounted in the manner just described. Brackets 32 also serveto mount the prime movers of the respective controls 26, as will bedescribed.

An elongated cylindrical actuator or connecting rod 36 extends upwardlywithin each housing 29 from a clevis-type pivotal connection by a pin 35to the block 27 on the upper surface of planing elevator 12. At itsupper end the rod 36 is forked at 37 for another clevis connection,through the agency of a pivot pin 38-, to a cylindrical plug 39, whichis fitted snugly into the cylindrical bore of a sleeve-like sealingpiston member 40 of aluminum or other rustproof metal, the plug 39 beingfixedly connected by a cross pin 41 to the lower end of sleeve piston40.

The latter is slidably received in the counter-bored, relativelythin-walled top extension 33 of tubular housing 29, being of substantialaxial length; and piston 40 is provided with a pair of axially spacedO-rings 42 to pro vide a watertight seal between the same and theinterior of housing extension 33. The latter may be provided with anappropriate oil fitting 43 for lubricating the relatively slidingsurfaces.

For the purpose of operatively connecting the piston 40 to its primemover, the piston has a nut 45, preferably of nylon or other plastic ofgood anti-friction property, fitting into a counterbore at its top. Nut45 is secured in place by diametrically-opposed pins 46 carried by theWall of piston 40 and engaged in side recesses in the nut.

An elongated threaded actuator rod or screw 48 mates from above with thenut 45, entering the protective housing 29 through a suitable packing 49in an opening in a top closure member 50 of the housing. As shown inFIGS. 4 and 5, screw 48 is rotatably driven by a speed reducer 51, whichhas a swiveled mount within a fixed,

U-shaped bracket extension 52. The mount is effected through the agencyof suitable trunnion means 53; and reducer 51 is driven by a small,appropriately rated electric motor 54 of the reversing type, preferablythrough an appropriate yieldable coupling 55, with motor 54 beingfixedly mounted on one of the arms of bracket extension 52. The latteris itself fixedly mounted by appropriate means to the upper end of avertically elongated, rigid strap 56, which strap is rigidly secured bya pair of bolts 57 to the upper end of the basic mounting bracket 32 forthe control mechanism 28.

Motor 54 is battery energized through conventional circuitry (notshown), which may, if desired, incorporate limit switch means toappropriately restrict the period of motor energization. However, theyieldable coupling 55 may of itself act to limit the axial and swingingthrow of the actuator or connecting rod 36. The rotation of screw 48attending motor energization causes nylon nut 45 and the sleeve piston40 to shift the rod 36 longitudinally in one direction or another,attended by a corresponding pivotal adjustment of the planing elevatoror flap 12 about its piano hinge 22. The inner diameter of protectivehousing 29 is sufficient to accommodate the necessary very slight swingof connecting rod 36 which accompanies its longitudinal shift. Thisswing amounts to a very few degrees, represented by the angle a betweenthe centerline XX of the screw 48 and the centerline YY of rod 36, aspivoted to piston plug 39 by clevis pin 38.

The relatively slight and restricted adjustments of the elevator flaps12 make possible the safe and foolproof handling of the boat byadjustment of the angularity of one or the other of the planing members12. The parts of the control mechanism 28 are well shielded by tubularhousing 29, being protected both against excessive bilge water and anyvelocity head which might be built up within the tube 29 in reverserunning at full throttle, for example. Quite obviously, the controlmechanisms 28 are readily adapted to remote electrical control from thewheel, regardless of where the latter is situated on the craft. Thestructure is rigid and rust-resistant, adapted for efficient usethroughout the life of the boat.

The elongated nature of housing 29 has been mentioned; and the mainreason for this is to dispose sleeve piston 40 at a sufficientlyelevated level to keep it free of water, without need for sealing, as atthe O-rings 42. Under normal conditions, these come into effect onlywhen the craft is operating in reverse and the resultant velocity headforces water up to the zone of the piston. This lends a great deal ofsecurity to the unit, the seals being in effect for insurance only.

What is claimed is:

1. Control means for watercraft, comprising a planing member hinged tothe hull of the craft'on a transverse axis forward of the stern, and anactuator. mechanism to pivotally adjust the angle of the planing mem berrelative to the hull in operative positions of said member, saidmechanism including an elongated upright tubular housing openingdownwardly through the hull forward of the transom closely adjacentthereto, there being a water-tight seal of the housing to the hull atthis point, upright bracket means rigidly connecting said housing to thehull transom rearwardly of the housing, an elongated actuator roddisposed in said housing and pivotally connected at its lower end tosaid planing memher, said rod being received in said housing withsufficient lateral clearance for side shift attending axial adjustingmovement of the rod, a prime mover to so adjust said rod, and meansoperatively connecting the upper end of said rod to said prime mover,comprising a tubular piston slidable in said housing and pivotallyconnected at a lower end to said rod, said piston having a water-tightseal to the housing in moving axially in the latter and being providedwith internal nut means coaxial therewith, elongated screw means matingwith said nut means, and means drivingly connecting one of said screwand nut means to said prime mover to adjust said actuator rod and saidplaning member upon relative rotation of said last named means.

2. Control means for watercraft, comprising a planing member hinged tothe hull of the craft on a transverse ax s forward of, the stern, saidmember being substantial ly flat and flush with the surface of the hullin an inoperative retracted position, with the rear of the membersubstantially flush with the bottom of the crafts transom, and anactuator mechanism to pivotally adjust the angle of the planing memberrelative to the hull in operative positions of said member, saidmechanism including an elongated upright tubular housing openingdownwardly through the hull forward of the transom closely adjacentthereto, there being a water-tight seal of the housing to the hull atthis point, upright bracket means rigidly connecting said housing to thehull transom rearwardly of the housing, an elongated actuator roddisposed in said housing and pivotally connected at its lower end tosaid planing member, said rod being received in said housing withsufficient lateral clearance for side shift attending axial adjustingmovement of the rod, a prime mover to so adjust said rod, and meansoperatively connecting the upper end of said rod to said prime mover,comprising a tubular piston slidable in said housing and pivotallyconnected at a lower end to said rod, said piston having a water-tightseal to the housing in moving axially in the latter and being providedwith internal nut means coaxial therewith, elongated screw means matingwith said nut means, and means drivingly connecting one of said screwand nut means to said prime mover to adjust said actuator rod and saidplaning member upon relative rotation of said last named means.

3. The control means of claim 2, in which said prime mover comprises anelectric motor having a speed reducer drivingly connected to said screwmeans.

4. The control of claim 3, in which said motor and speed reducer aremounted on said bracket means.

5. In a motor driven cruiser having at least one stern propeller andprovided with a substantially vertical stern transom and a pair of flatmetal hull sections extending forwardly from said transom between thekeel and the underwater chines, together forming a V-shaped metal hullcontrol means for watercraft comprising a planning member mounted oneach of said metal hull sections for movable adjustment relativethereto, each planning member being positioned close to one of saidchines with its rear end closely adjacent said stern transom, and anactuator mechanism to so adjust said member comprising an elongatedactuator rod operatively connected at a lower end thereof to saidplanning member, an elongated tubular housing having a water-tightsealed connection to the hull at an opening in the latter closelyadjacent said stern transom through which said rod extends, said housingbeing of gerater diameter than said rod to accommodate lateral shift ofthe latter in its adjusting lmovement, and means operatively connectedto said rod adjacent the upper end thereof to adjust the latterlongitudinally, said housing affording water-tight sealed protection forthe rod and the adjusting means therefor well above the bottom of thehull.

6. In a motor boat of the cruiser type having a metal hull with thestern portion V-shaped in cross section with straight sides from acentral keel to underwater chines at opposite sides, said motor boatprovided with a stern transom and two propellers beneath opposite sidesof said V-shaped metal hull, a pair of individually adjustable flatplaning members on opposite sides of said hull adjacent said sterntransom and adjacent the respective side chines, each planing memberbeing hinged to the hull at its forward end with its rear end adjacentto but not projecting beyond said rear transom, each planing memberbeing pivotable about its hinge from a position flush against the hullbottom through a limited arc of depression for the purpose ofcontrolling the running attitude of the boat, each planing member beingflat and rigid and having on the under side near the rear a bracket, anactuator rod for each planing member pivotally connected to said bracketand extending upwardly through an opening at the intersection of saidhull with said transom, an elongated tubular metal housing surroundingeach actuator rod and integrated into said hull where said hull adjoinssaid transom, there being a Water-tight seal of the housing to the hullat this point, upright bracket means rigidly connecting said housing tothe stern transom rearwardly of the housing, said rod being received insaid housing with suflicient lateral clearance for side shift attendingaxial adjusting movement of the rod, a prime mover to so adjust saidrod, and means UNITED STATES PATENTS 956,487 4/ 1910 Fauber. 1,003,3649/1911 Langston 114-66-.5 1,868,054 7/ 1932 Easthope 11466 .5 3,371,6423/196 8 Joy 114 66'.5 3,435,795 4/1969 Eckfield 11466.5

ANDREW H. FARRELL, Primary Examiner

